Diaphragm faceplate arrangement



Jlme A. CHRISTIANSON ET AL ,8

DIAPHRAGM FACEPLATE ARRANGEMENT Filed Aug. 6, 1937 4 Sheets-Sheet 1 I flndnaw CVmAsi/axzson.

192m? .PCULG Jill/2771507 5.-

J n 3, 1941. ACHRISTIANSON ETAL 2,243,354

DIAPHRAGM FACEPLATE ARRANGEMENT 4 Sheets-Sheet 2 Filed Aug. 6, 1957 Pete? Parke,

- suspended.

Patented June 3, 1941 l NT :o F cE DIAPHRAGM FACEPLATE ABBANGELENT Andrew chi-minim,- Hammond, 1110., and a... Parke,'0hicago, lli.

Application c.1937, seminaismrz as cums. -(Cl. 105-10) This invention relates to railway car dia-f phragms and has particular reference to constructions using an inner passageway diaphragm in combination with an outer streamlining dia- 'phragm to the peripheral contour of the car.

It is the primary purpose of the invention to provide a vestibule connection between non-articulated cars utilizing inner and outer diaphragms and'having a passageway faceplate provided with hinged extension wing members affording continuous surfaces coextensive with the respective diaphragms for association with complemental surfaces of an adjacent faceplate and permitting negotiation of curves without parting adjoining passageway plates.

, car: equipped with a faceplate incorporating I tures of the present invention;

fea;

. anism and passageway;

Fig. 3 is a vertical, sectional view taken on the line 3-4 of Fig. 1 showing the disposition of the upper "and lower transverse guiding struts and the relation of the vertical supporting struts.

It isan important object of the inventionso to support and guide the faceplate and diaphragms as to maintain alignment thereof with the car end periphery and passageway.

I parallelism between the faceplate and car end.

Another object of the invention is the proviporting contact with "Another object of the invention is the provision of transverse strut members positively to sion of a' faceplate-fully out of metallic supthe car from which ii:

prevent lateral displacement of the faceplate A further and important object of the inven Fig; 4 is a fragmentary view in section taken on the line 4-4 of Fig. 1 showing an upper supporting strut connection in detail;

Fig. 5 is atop plan view of a fragment of the faceplate at the position of the hinge .joint between the passageway plate and a wing member;

Fig. 6 is a vertical, sectional view through the I hinge showing the-torsional spring means;

- Fig. 'I is a vertical, longitudinal, sectional view taken on the line 1-1 of Fig. }1 and showing the method of maintaining the diaphragms ex tended; i

Fig. 8 is a transverse, sectional view through the flexible connections of the upper bufli'ng device and transverse guiding strut to the faceplate: l

Fig.9 is a transverse, sectional view. through the bottom guiding strut 'showing its ,flexible connection to the car end wall and to the faceplateand also showing the flexible connection between the lower buillng device and faceplate; Fig. 10 is an enlarged, fragmentary. sectional tion is the provision of a faceplate having hinged I wing members utilizing torsional spring hinges for resisting displacement of and restoration of 'the wing members to their normal parallel position after displacement;

A still further object of the invention is the provision of a streamlining faceplate having bumng surfaces in a single plane adapted to contact complemental surfaces of an adjoining faceplate and provided with passageway plate portions out of contact with complemental portions of an adjoining plate and having sealing means on each adapted cooperatively to weatherproof the passageway.v

The foregoing and other and more specific obphragm to a car end wall; and Fig. 11 is a. horizontal, sectional view through one leg of the passageway plate showing the -method of attaching the fabric covering for weatherprooflng the passageway.

As best shown in Fig. l of the drawings, the

main section of the faceplate comprises the central portion III at the passageway l6 consisting of the upper, flanged builing plate II and lower buffer angle I! connected at the rearside of their respective webs l3 and II by pressed channel-shaped vertic'alleg members I!) at each side' of the passageway and all integratedby welding.

The vertical legmembers IS, in addition t the withthe buffing surface of the members" an and i2, thereby affording greater contacting area between adjoining faceplates. the vertical legs [5 and top connecting member H are in a plane rearwardly of the buffing mem-- bers ll, l2 and I3 so that between adjoining As shown in Fig. '7,

faceplates only those buffing-members are in as best shown in Fig. 11, is secured to the faceplate by means of small rivets 24 disposed at intervals throughout the surface area of the fabric, and metal binding strips 26 secure the edges of the fabric to the flanges of the channels 55 and i1 and to the web of channels l5 at the uppermost edges of the fabric. Rivets 25 secure the binding strips 26 in place. The faceplate is supported from the car end wall 30 by means of tubular strut members 32 farming the subjectmatter of copending application Serial No. 55,166, filed December 19, 1935, now Patent No. 2,096,938 of October 26, 1937.

The strut members 32 and their application are best shown in Figs. 1, 3 and 4 extending vertically adjustment of the nuts 45, is drawn up tightly against the rubber by means of bolts 5| penetrat-. ing the cap and threaded into the receptacle 39, thereby to place the rubber under initial compression sufilcient to prevent vertical resiliency but allowingenough flexing to permit pivotal action of the joints, thus allowing for the necessary in-and-out and angular movements of the faceplate. By the disposition of the struts 32 at I opposite sides of the center of the faceplate, all vertical movement of the plate is prevented and canting, or transverse rocking thereof, is eliminated and vertical alignment between adjoining faceplates is positively assured. The bufflng mechanism for keeping the dia- "phragm, and faceplate extended is best shown in Fig. '7 and comprises I upper and lower central bufling gears of substantially similar construction in the respective planes of the bufling plate I I and bufier, angle i2. Upper and lower-built-up spring pockets 52 and 52, comprising cylindrical tubes 53 and 54 having annular flange plates 55 and 56 and perforated end abutment members 51 and 53 secured respectively thereto by welding, are secured in the end wall and buffer end sill 60 respectively. Brackets BI and 62 are welded, respectively, to the bufling plate H and buffer angle I2, and each is-prov'ided with a depending between and pivotally secured to brackets 3i and 33' secured respectively to the faceplate at the bottom and to the car end wall 30 at the top at opposite sides of the passageway it. The brackets 3i .are secured by rivets'34 to plates which are welded along their bottom edges to the horizontal flange 2| of the buffer angle and at their respective back sides to the outside flange of each of the vertical" legs I5. The brackets 33 are attached by rivets 36 to pressed channel'- shaped plates 31 secured at their flanged edges to the end wall 30 by welding and substantially at the position of end plate 33 'for greater strength; The upper and lower brackets are exactly alike and merely reversed in their application to the end wall and faceplate respectively. Fig. 4 illustrates oneof the brackets in detail and the connection of a strut 32 thereto. The bracket is provided with ,a cup-shaped receptacle 39 into which a flexible unit 30 is placed and through which the strut 32 extends. The unit 69 comprises a collar of flexible material 4|, such as rubber, vulcanized to the cylindrical core portion 32 which has encircling ribs 43 affording a better purchase forthe rubber and a more positive support for the connection. Preferably, the

core 42 is countersunk at each end, as at M, and nuts 45, threaded in opposing relation upon the strut 32 at opposite ends of the core, have protruding portions 46 .in complemental. engagement with said countersunk ends, whereby the core 42 isv maintained in spaced relation to the threaded portion 41 of the strut 32, and an adjustable connection is afforded permitting variation inthe length of struts 32. The connections are designed to prevent other than strictly pivotal ac-,

boss 53 and 64, respectively, having downwardly converging walls affording conical bearings for' the respective buffer stem assemblies. The bufler stem assemblies comprise the stems 65 and 66 covered by sound-deadening composition tubes 61 and 33 extending through openings 10 and 1| in the end members 51 and 58 having washers l2 and '13 for limiting outward movement of the stems and, consequently, the face plate, and held in place against shoulders M and 15 by nuts 13 and i1 taking the threaded end portions I8 and 19 respectively. Coil springs and 8!, about the stems, extend from spring seats 82 and 83 in the end members 51 and .53 to abutments 34 and 85 afforded by the heads 86 and 81 fixedly secured to the stems and exert a force therebe tween to keep the faceplate and diaphragm extended and to absorb the movement of the faceplates between associated cars in a train. The

5s respective heads, serve this dual purpose and walls of inner bearing. members 93 and 94. 60

' therebetween.

tion, and for, this purpose the rubber 4| isinitiaI ly compressed to prevent vertical oscillation ofthe joints. -After. insertion of the units 69 in the cup-like receptacles 39, a metal washer or cap 43 having a projecting annular portion 59 in engagement with the rubber ll is placed about the protruding portion of the core 42 and, afterflnal comprise hollow cylindrical units of rubber 38 and 90 vulcanized within openings 9i and 92 in the respective heads and.to the outer, cylindrical On their inner peripheries the bearings 93 and 94 are conical to the same degree as bosses 33 and, about which they are adapted to engage in close frictional contact induced by bolts 95 and 36 threaded into the bosses and. drawing the bearings up tight to prevent any rotative action The heads off the bolts seat against bottom, plates 9'! and 93 having guiding bosses 99 and ililientering recesses Illl and I02 in the bosses 63'and 64 to insure engagement of annular bearing surfaces I33 and HM withthe bottoms of bearing members 93 and 94,, thereby to press such members into positive engagement with the bearings '63 and 34. Lock washers I05 and- I06, interposed between the heads of the bolts and the plates 91 and 98, insure permanent 2,24a,ssa I .a two-point resistance to bufiing stresses and serving to eliminate the otherwise excessive bending moment in the respective single, horizontal top flanges. Angular displacement of the faceplate is resisted by the torsional force thereby generated in the rubber 33 and 93 which also effects restoration of the faceplate to its normal position parallel to theend wall 33. The inherent torsibility of the respective upper and lower buffer stem connections to the faceplate is adequate tomaintain proper relation of the faceplate with respect to the car end at all times, the resistance of the rubber in torsional shear being directly proportional to angular displacement of the faceplate.

Referring now to Figs.. 1, 2, 3, 8 and 9, it will be seen that means are provided positively to prevent lateral movement of the faceplate and to cores 42. Connections of this type to the carend permit sufllcient pivotal action to allowfor necessary in-and-out movement of .the faceplate while positively eliminating any movement thereter borne by connections of the type used at this insure alignment thereof with the passageway and car periphery at all times. Upper and lower transverse, tubular strut members H0 and III pivotally connected to the faceplate and car end tively eliminate any tendency for the faceplate to move in any direction other than necessary. Upper and lower brackets GI and 62 on the faceplate, in addition to the bearings 33 and 34, are also provided with depending bosses H2 and H3, respectively, to which the transverse struts are adapted to be connected in a manner substantialbearings Ill which, like the bufler stem connections, are conical on their inner surfaces H9 to cooperate with similar complemental surfaces on the bearings H2 and 3 into engagement with which they are tightly drawn by bolts I20 to prevent'any relative'rotation therebetween by sheer frictional resistance. The bolts I23 are threaded into the bearings I I3 and lit and exert an upwardly directed force on the bottom edges of bearings M8 by means of bottom plates I2I against which the heads of the bolts se'at and are held from reverse rotation by lockwashers I22. The struts H0 and III extend fromthe face- Plate connections just described to brackets IN secured to the car end wall 30, both top andbottom, by bolts I25. The end wall is reinforced at the position of the upper bracket by. a plate I26 secured thereto by rivets I21, and the lower bracket is applied directly to the end sill I23. The brackets I24 are exactly like the brackets 3I and 33 except for the fact that they are designed to cooperate with the struts Mn and III to function in a horizontal direction and include cuplike receptacles 39 into which flexible units 40 are placedand through which the struts extend. The units are secured in place by cap rings 48 having annular projections 53 engaging the rubwall, in combination with vertical struts 32, posipoint. It is to be noted, looking at Figs. 1 and 3,

that the strut III is horizontal and slopes only in an-inward directiontowards the car end, but the strut-I I0 slopes inwardly from the faceplate and in a downward direction towards the car end for connection with the upper bracket I24 which has the receptacle 33 arranged at the angle nec- I essary to receive the strut, but, if desired, both struts may be arranged in like manner- -preferably parallel and horizontal.

The passageway I6 from the end wall 33 to the faceplate is completed by a diaphragm I25 and a footplate I23 of novel construction. The diaphragm I25 is of the usual collapsible bellowsfold type and is secured to the faceplate 'at the top by means of depending flange I2'I and to the side legs through the medium of Z-shaped members I23, and is secured at its inner end to the inwardly-extending flanges of the top and sides of an extension structure I30 secured to the car end wall and, in adjoining cars, cooperates with the diaphragms to provide a continuous enclosed passage from car to car since the seal afforded,

' sagewayand resting at its free end upon ,a flat .plate I33 integrally secured to the horizontal I flange 26 of the buffer angle by welding and faceplatesare affected by movement of cars in a train. The plate I3I beyond the connection I32 her 4I initially to compress it when bolts 5| are threaded home in the receptacles 33. The length of struts III! and III is variable by adjustment of nuts 45 at opposite ends of the respective unit is raised slightly from the end sill casting 60 to place the covering I34 on a level with the vestibule floor I35 and, at its free end, slopes downwardly at I 36 to rest upon plate I33 and avoid .a too abrupt change in height of the surface of the footplate. The covering I34 is of rubber vulcanized directly to the plate I3I and provides a secure footing for passengers passing through the vestibule. The rubber I34 extends beyond the free edge of the footplate andrests upon the plate I33 and the flange 2I of the buffer angle and slides thereon as the faceplate shifts. The

rubber slopes at I36 with the plate I3I and from the base of the slope tapers'as at 'I3I'to asubst'antially imperceptible edge closely adjacent the edge of the buffer angle, and affords a non-slip surface practically the full distance between adjoining, cars. The portion of the rubber resting upon the buffer angle. flange 2 I and plate I33 is arcuate at its free edge, as shown in Fig. 2, to permit angling ofthe faceplate without disturbing- .the rubber, and the closest space between adjacent edges of therubber on adjoining cars is sufficient to prevent displacement of the rubber during normal bufling action between cars and affords a footplate extending practically to. the

willbe flexed sumciently to accommodate the inward movement and again return to its normal flat position after release.

As shown in Figs. 1 and 2, the faceplate it is equipped with lateral extensions providing a combination passageway and streamlining faceplate to the peripheral contour of the car. The extensions comprise wing members Mt hinged top and bottom at MI and II! respectively to opposite sides of the plate It. The hinged wing members each consist of a pressed plate flanged along the peripheral edge 3 and, at the inner side, rebent upon itself to provide a strengthening box section I and extending from the up per hinges Ill outwardly and downwardly and connected with the lower hinges M2 by means of horizontal members It welded .to the vertical legs of the wing members at Mt. The wing members I are directly connected with the plate It and are controlled with respect to vertical and lateral movement by the struts 32 and III) and III, respectively, and the entire plate is thus maintained in alignment-with the passageway and car periphery without metallic contact with either. The upper and lower hinges MI and I42 are alike and, as shown in detail .in Figs. 5 and 8, are novel in construction and operation. The hinge butts I" are attached to the passageway plate It by rivets Mt countersunk in the outer face of the plate, and the leaf portions II. are attached in the same manner to p the wing members I by rivets mi.

The leaf members I58 are each provided with a vertically disposed barrel I52 of greater height than the width of the attaching portion within which a larger amount of live rubber it is disextending vertically through the hinge butt idi, v and is held in tight frictional engagement therewith to prevent relative rotation by means of a limits the outward movement of the wing mem-' hers I.

The diaphragm m extends between and is held in place by connections Iii of similar construction secured to the faceplate and car end and serving to hold the diaphragm merely by clamping pressure. The diaphragm is of rubher and is provided with enlargements I62 which are engaged by the connections iii. Flexible cores 3 are embedded in the enlargements and serve to prevent escape thereof from the connec tions I bypreventing compression of the rubher which would allow it to squeeze through the opening left by the clamp as the rubber is placed under tension. In the application of the diaphragm it! to the faceplate and car end, abutment of filler members tit and I",- attached to. the faceplate and car end respectively, are provided at the top and are so formed as to cause the diaphragm top to take a sinuous configura-f tion across the width of the car to relieve the tension in the rubber at points of concentrated stress, since the complete diaphragm is designed so as not to be placed under any substantial tension but merely sufllcient to maintain the vertical side portions taut to present a smooth surface.

The .flller members I and iii have their greatest width at the position of the hinges ill where the greatest movement ofthe faceplate away from the car end occurs, as indicated in broken lines in Fig. 2, and thence taper-in opposite directions toward the center and to the level of the inside face of the vertical legs I M at the sides, whereby adjacent filler members on the faceplate and car end are closest at this point, affording the greatest amount of slack in the diaphragm 560 to avoid stretching the rubber at either hinge point as the faceplate angles in passing a curve. At the center between hinge points the diaphragm top is of greater width to provide more slack than'at other points to take care oi the outward movement of the faceplate to the uncoupled position, since the nut I51. threaded on the end of the extension,

and a lockwa'sher lit. Thus it will be seen that the. core W6 is fixedly secured to the passageway plate 60, and any pivotal displacement of the wing members in with respect thereto will be resisted by the rubber acting in torsion in restore the wing members to their normal positions., The upper and lower hinges at opposite sides of the passageway plate are in vertical alignment and operate simultaneously to resist l pivotal action of the wing members, and, by rea.

son of the extended height of the barrels I52,

a greater mass of rubber is contained in each hinge, providing torsional springs of greatly increased resistance adapted resiliently to maintain the wing members in their normal position. The wing members I, when in their normal position parallel to the main portion of the faceplate ID, are in a plane rearwardly thereof as shown in Fig. 2, whereby complemental ,wing,

Iii)

vertical portions of the diaphragm at the sides are not stretched at any time due to the pivotal action of the hingesiti and M2, the spring action of which is suilicient only to keep the sides taut, and the top between the hinge points and respective car sides-will not be overstretched due to the convergence of the filler members i and I65. when coupled cars pass around a curve in the track, the hinged wing members on the outer. side of the cars will pivot about their hinge points as the faceplates angle, keeping the diaphragm sides taut but allowing a gap to appear between adjoining faces of the wing mem-- bers, since the diaphragms are not stretched,

porting and control mechanism from view and sional spring hinges, but the main passageway. portions IB oi the faceplates remain in contactat all times.

- Although the filler members I and IE5 give the-diaphragm top a sinuous contour in plan,

this is hidden at the faceplate by the overlying flange III and at the car end by an overhanging flange plate I61 the edge of which, when the faceplate is in its normal coupled position, .is

parallel to the edge of the flange Iii, giving a more pleasing appearance and better streamlining. The connections Ill comprisesegmental clamping members I" substantially coextensive with the-diaphragm I 6 engaging the enlargements I62 to secure the diaphragm to the facev plate and car and by bolts I10 and HI respectively. The clamps I68 are angle shaped having a curved flange I12 engaging the rubber to prevent abrasion as the diaphragm is flexed and a flange I13 abutting the faceplate or car end, as the case may be, and confine the diaphragm edges against the overlying flanges I68 and I61 under the action of nuts I14 and lockwashers I15 taking the bolts I10 and I on the faceplate and car endrespectively. The flange I61 is curved at the exposed edge I16 also to prevent abrasion of the rubber as the diaphragm is flexed,

' and both of the overlying flanges I56 and I61 act to exclude the weather from the respective connections IBI. The bolts I10, secured in the faceplate, are provided with countersunk heads, and

' wall respectively and accommodating'in-and-out movements of the faceplate. V

4. A. vehicle having an end wall, a faceplate disposed normally substantially parallel to the general plane of and in spaced relationvto' the end wall, a strut member extending between the faceplate and end wall adapted to prevent transverse displacement of the faceplate, and means connecting the strut member at opposite ends to the faceplate and vehicle respectivel 5.t"In a vehicle includingan end wall having a passageway'opening, a faceplate disposed normally substantially parallel to the general plane of and in spaced relation to the end wall and Y 15* having ma or surface areas extending around said 'opemng, bumng surfaces-on the faceplatein a plane in advance Of the major surface, $1789- thereof forcontacting similar complemental surfaces on an opposing faceplatetoprevent contact between the respective major surface areas thereof, and non-metallic resilient means on the It will be seen that the elasticity of the or stretched beyond its elastic -limit at any time.

Safety irons IIlI and I82, for the convenience of trainmen in switching, are secured to the wing members I40, and the cross rod I83 is hinged to respective major surface areas'oi' adjoining face plates extending into the plane of said buffing surfaces adapted cooperatively to provide a .I

weather seal therebetween.

6. The combination comprising adjoining vehicles each including an end wall having a passageway opening, .faceplates disposed normally substantially parallel to the general plane of the passageway plate III at I84 in line with the hinges I and I42.

From the foregoing it will be seen that there has been provided an improved faceplate a'nd' diaphragm construction wherein there is no supporting metallic connection between the face-' plateand car end and in which all movements of the faceplate are positively controlled and the diaphragm is free from stress, and normal parallelism of the faceplate with the car end is assured by improved centering mechanism, and in means on the respective major surface areas exand in spaced relation to the-respective end walls having major surface areas extending around. said opening and supported from the respective vehicles, bufllng surfaces on each faceplate in a plane in advance of themajorvsurface areas thereof and in compiemental contact witheach other to prevent contact between the respective 'major surface areas, and nenmetallic tending intothe plane of said bufling surfaces adapted cooperatively to provide a weather seal I therebetween.

which the passageway plates of adjoining faceplates, are out of metallic contact and provided with weather-excluding means.

What is claimed is: 1

1-. A vehicle having an end wall, a faceplate-disposed normally substantially parallel to the gen- ;eral plane of .andin spaced relation to the end wall; and upper and lower transverse strut mem- .'bers havingpivotal connections to the faceplateand pivotal means connecting the strut member.

and end wall for in-and-out'and angling movee ments of the faceplate but positivelyto prevent lateral displacement thereof. I

2. A vehicle having an end wall. a faceplate disposed normally substantiallyparallel' to the general plane of and in spaced relation'to the end '7. A faceplate having an opening, bufllng surfaces on the faceplate in a plane in advance of the major surface area thereof 'saidmajor surface area extending around said opening, and.

nonmetallic material secured onv said major surface area and extending into the plane of said bufflng surfaces. a

8. A vehicle having an end wall, a. faceplate disposed normally substantially parallel to the general plane of and in spaced relation to the wall, a transversely extending strut member coni necting the faceplate and end wall, pivotal means connecting the strut member to the end wall for in-and-out movement of the faceplate and posiend wall, laterally extending wing members hingedly secured to said faceplate, a streamlining diaphragm extending between the upper portion of said faceplate and the periphery of said vehicle and between the wing members and the peripheryof said vehicle, complemental members. having sinuous configurations respectively on the vehicle and on the faceplate and wing members and having their greatest width adjacent the hinge points of said wing members, and means tively to prevent lateral displacement thereof,

Y to the faceplate for in-and out movements of the faceplate and positively preventing lateral dis- I placement thereof.

securing the upper portion of the diaphragm at opposite edges to said-members.

, 9. A vehicle having an end wall, a faceplate disposed normally substantially parallel to the general plane of and in spaced relation tothe 3. A vehicle having an end wall, .a faceplate disposed normally substantially parallel tothe,

general plane of and in spaced relation to the end wall, a substantially horizontal strut member extending between the faceplate and end faceplate, and means connecting the strut member at opposite ends to the faceplate and end end wall,'laterall'y extending wing members hing- "edly' secured to said faceplate, a streamlining diaphragm extending between the upper portion of said faceplate and the periphery of said vehicle and between the wing members and the wall and preventing transverse movement of the periphery of said vehicle, complemental mem'-- bers of sinuous configurations respectively on the vehicle and on the faceplate and wing'members and having their greatest width adjacent diaphragm extending between the upper poron edly secured to said faceplate, a st disposed normally substantially as with said faceplate, the peripheries or said the hinge positions of said wing members, and means securing the upper portion or the dia phragm at opposite edges-to said members.

10. A vehicle having an end well, a faceplate disposed normally'substantially parallel to. the general plane of and in spaced relation to the end well, laterally extending wing members hingedly secured to said faceplate, a strea .r.

of said faceplate and the periphery of said vehicle and between the wing members and the periphery of said vehicle, complemental members of sinuous configurations respectively on the vehicle and on the faceplate and wing members and having their greatest width adjacent the hinge points of said wing member-s, securing the upper portion of the diaphragm at opposite edges to said members, hnd means concealing said sinuous configurations.

ii. A vehicle having an end w, a faceplate disposed normally suhstially parallel to the general plane oi andin spaced relation to the end wall, laterally extending members hingh 1;. 111mg dig phragm exten f between the upper portion of said faceplate and the periphery of said vehicle and between the wing members and the periphery of said vehicle, complemental members having sinuous configurations respectively on the vehicle and on the faceplate and wing members and having their greatest width adjacent th hinge positions of said. wing members, 1 m: securing the upper portion of the diaphragm at opposite edges to said members, and means con cealing said sinuous 1i 1-2. A vehicle having an end wall,-a faceplate to the general plane of and in spaced relation 'to the end wall, and wing members plvotally secured to said faceplate providing lateral extensions oi? said faceplate and adapted to provide longitudinally spaced extensions of the peripheral eontour of the vehicle.

13. A vehicle having an end wall, a faceplate disposed normally substantially lel to the general plane or in spaced relation to the end wall, laterally extending wing members pivgeneral plane of and in sp relation to the end wall, laterally extending wing members pivotally associated with said face plate, the peripheries of said members providing longitally spaced extensions of the peripheral contour of the vehicle, and torsional spring ammo ing pivotal action of said a members.

15. A vehicle having an end wall, a faceplate disposed normally substantially parallel to the end wall, wing members pivotally i'ated bers providing, longitudinally spaced ext-e one or the peripheral con of the vehicle, torslonal spring hinges disposed between the faceplate and respective wing ms adapted to" resist pivotal action of the individual wing We 16. A'vehicle having an end wall, a faceplate general plane of and in spaced relation to the end wall, laterally extending pivotal wing members supported out of metallic contact with the faceplate by nonmetallic means, said nonmetallic 5 means being adapted to resist pivotal action of the wing members, the peripheries of said wing members providing longitudinally spaced exten- \sions of the peripheral contour ofsaid vehicle.

17. A vehicle having an end wall, a faceplate disposed normally substantially parallel to the general plane of and in spaced relation to the end wall, laterally extending wing members pivotally secured with respect to the faceplate, sprlne means urging the wing members outwardly away from the end wall, and a streamportion of the faceplate and the periphery of the vehicle and between the wing members and the periphery of the vehicle and limiting the outw ward pivotal action of said wing members.

18. A vehicle having an end wall, a faceplate disposed normally substantially parallel to the general plane of and in spaced relation to the end wall, upper and lower spring-actuated buffer 25 stems urging the faceplate outwardly, and nonmetallic means connecting the bufier stems and faceplate and secured to each, the inherent torsibility of said means maintaining the faceplate normally parallel to the end wall.

w disposed normally substantially parallel to the general plane of and in spaced relation to the end wall, vertical strut members disposed at opposite sides oi the faceplate having flexible con- 5 nectlons top and bottom to the end wall and faceplate respectively'edapting the faceplate for the limited angling movement necessary to inand-"outand angling movements of the. faceplate hut, positivelypreventing' vertical displacement 40 thereof, upper and lower central bumng devices ing the faceplate outwardly, and nonmetallic means connecting said devices with the faceplate and secured to each, theinherent torsi- I hllity of said means maintaining the faceplate normally allel to the end wall.

I 20. A- vehicle having an end wall, a faceplate disposed may substantially parallel to the general plane of and in spaced relation to the end'wall, vertical strut members disposed at opposite sides of the passageway having fiezdhle connections top and bottom to the end wall and faceplate respectively adapting the faceplate for ted angling movement necessary to inand-out and angling movements of the faceplate but positively preventing vertical displacement 1 thereof, upper and lower transverse strut memhers having flexible connections to the faceplate end wall adapting the faceplate for the limited ling movement necessary to in-and-out positively-preventing lateral displacement thereoi, upper and lower central bufing devices ureirig the faceplate outwardly, and nonmetallic see. ecting said devices with the faceplate plate normally parallel to the end wall.

21. A vehicle having an end wall, a faceplate e t-w normally-substantially parallel to the 7 general plane of and in spaced relation to the end wall, vertical strut members disposed at opponte sides or the faceplate having flexible connections top and bottomtof the end wall and faceplate respectively adapting the faceplate ior.

disposed normally substantially parallel to the the limited angling movement necessary to inmew-1 diaphragm extending between the upper 19. A vehicle having an end walLc. faceplate v and angling movements of the faceplate hut d secured to each, the inherent torsibility of" said non-metallic means maintaining the face and-out and angling-movements of the faceplate but positively preventing vertical displacement thereof, and upper and lower transverse strut members having flexible connections to the faceplate and end wall adapting the faceplate for the limited angling movement'necessary to in-andout and angling movements of the faceplate but positively preventing lateral displacement thereof.

22. A vehicle having an end wall, a faceplate disposed normally substantially parallel to the general plane of and in spaced relation to-the end wall, upper and lower transverse strut members having flexibleconnections to thefaceplate and end wall for necessary in-and-out and angling movements of the faceplate but positively preventing lateral displacement thereof, upper and lower central bufling devices urging the faceplate outwardly, and nonmetallic means connecting said devices with the faceplate and.

allel to the end wall. 23. 'A vehicle having an end wall, a faceplate secured to each, the inherent torsibility of said means maintaining the faceplate normally par- 24. A vehicle having an end wall, a faceplate disposed normally substantially parallel to the general plane of and in spaced relation to the end wall, a transversely extending strut member -connecting the faceplate and end wall,flexible means connecting the strut ,member to theend 'wall for the pivotal action necessary for in-andoutv movement of the faceplate, but positively preventing, lateral displacement thereof,- and means connecting the strut member to the faceplate for the pivotal action necessary for in-andout and angling movements of the faceplate but positively preventing lateral displacement thereof 25. In a vehicle having an end wall, a face-- plate disposed normally substantially parallel to the general plane of and in spaced relation to and wing members providing a peripheral contour similar to that of the end wall, a streamlining diaphragm having enlarged reinforced peripheral edges extending between the upper portion of the faceplate and the periphery of the vehicle and between the wing members and theperiphery of the vehicle, and clamping members confiningthe enlarged edges beneath overlying flanges on the faceplate and wing members and vehicle periphery. e

26. In a .vehicle having an end wall, a facetion to the end wall and connected therewith by a diaphragm and having a buffer angle with an extended horizontal surface, and a'footplate secured to the vehicle and resting upon said horizontal surface, said footplate comprising a metallic backing plate covered with, a rubber tread portion having a part extended beyond the backing plate to rest and slide upon the reciprocatplate construction normally substantially paral- .lel to the general plane of and in spaced rela- .gitudinal extension of the periphery of hicler ported from the vehicle and disposed normally 1 substantially parallel to the general plane 'of and in spaced relation to the end wall,bufling surfaces on the faceplate in a plane spaced with respect to the major surface area thereof for contacting similar compleniental surfaces on an opposing faceplate and preventing contact between the respective major surface areas of adjoining faceplates, and means on the respective major surface areas of adjoining faceplates extending into the plane of said bumng surfaces adapted co-' operatively to provide a weather seal therebetween.

28. In a vehicle having an end wall, a faceplate supported-b'y vertical strut members from the vehicle and disposed normally substantially parallel to the general plane of and in spaced relation to the end wall,.extension members hinged to the faceplate having peripheries which in combination with the faceplate form a peripheral contour similar to that of the end wall of the vehicle, a streamlining diaphragm extending between the upper portion of the faceplate and the periphery of the vehicle and between the extension members and the periphery of the vehicle, clam-ping elements connectingthe diaphragmto the respective members, spring means urging the hinged-extension members outwardly against the restraining force of the diaphragm, upperand lower central bufllng devices urging the faceplate outwardly, nonmetallic means connecting the buffing devices with the faceplate, said means maintaining parallelism of the faceplate with the end wall, transverse strut members connecting the faceplate with the vehicle and preventing wall.

29. A faceplate having a passageway opening,

buffing surfaces on the faceplate in a" plane spaced with respect to the major surface area thereof for contacting similar complemental surfaces on an opposing face plate to prevent contact between the respective major surface. areas of the adjoining faceplates, said major surface areas extending around said opening, and means on the respective associated surfaces of adjoining major surface areas extending into the plane of said bufling surfaces adapted cooperatively to provide a. weather seal between the faceplates.

30. In a passenger car provided with a vestibule at its end, a vertically disposed frame arranged in spaced relation with the vestibule outer wall and consisting of a top section and two side sections, said sections being pivotally secured together; means intermediate of the top section and the vestibule end wall-for yieldingly forcing said sectional frame outwardly; means for urging the side sections away from the vestibule end wall; and a flexible diaphragm arranged substantially in the planes of the sides and of the and to said sectional frame.

31.. A vehicle, a faceplate'construction for the car roof and secured to the vestibule end wall' vehicle comprising a main passageway portion and wing members disposed at opposite sides thereof normally in substantially the same plane therewith and hingedly secured thereto for pivotal movement perpendicular to said plane, the periphery of said wing members providing a ionthe ve- 32. A vehicle, a faceplate construction for the vehicle including an assembly comprising a unitary main passageway portion extending to substantially the full height of said vehicle, and wing members at opposite sides of said unitary passageway portion disposed normally in substantially the same plane therewith and hingedly secured thereto for pivotalmovement perpendicular to said plane, the periphery of said asperiphery of said vehicle.

33. A vehicle having an end wall, a faceplate disposed norm-ally substantially, parallel to the general plane of and in spaced relation to the end wall, 'a transversely disposed strut member extending between the faceplate and end wall, and connections at opposite ends of the strut member to the end wall and faceplate respectively, one of said connections comprising a flexible unit adapted to provide for adjustment in the length of said strut.

34. A vehicle having an end wall, a faceplate disposed normally'substantially parallel to the general plane of and. in spaced relation to the end wall, a transversely disposed strut member extending between the faceplate and end Wall, and connections at opposite ends of the strut member to the end wall and faceplate respectively including a bracket adapted to provide for securement of the strut. one of said con-.

nections comprising a flexible unit having a core adapted to be disposed in spaced relation tively including -.a bracket adapted to provide. for securement of the Strutmember, one of said connections comprisinma flexible unit including a collar of rubber secured to the strut member, and means for securing said collar to said bracket in such manner that the rubber functions in shear to resist transverse displacement of the faceplate and during in-and-out movments of the faceplate. I I

36. A vehicle having an end Wall, a faceplate disposed normally substantially parallel to the general plane of and in spaced relation to the end wall, vertical strutmembers disposed at opposite sides of the faceplate having connections at their opposite ends to the end wall and faceplate respectively and adapted to resist in- .sembly providing a longitudinal extension of the esteem angling movements of the faceplate, said connections each comprising a flexible unit having 38. A vehicle having an end walls faceplate disposed normally substantially parallel to the.

general .planeoi and in spaced relation to the end wall, vertical members disposed at opposite sides of the faceplate having connections at their opposite ends to the end wall and faceplate respectively and adapted to resist in-andout and angling movements of the faceplate, said connections each comprising a flexible unit having a core adjustable lengthwise on the vertical members, means-removably securing said core to the vertical members, a cup-shaped receptacle adapted to receive the flexible unit, and means securing the flexible unit in the receptacle adapted to limit flexibility of the unit, one of said cup-shaped receptacles being disposed at each end of each of said vertical members for attachment to the end Wall and faceplate respectively in oppositely disposed relation.

39. A vehicle having an end wall, a faceplate disposed normally substantially parallel to the and-out and angling movements of the faceplate by rubber in sheer, said connections each comprising a cup-shaped receptacle adapted to recelve a flexible unit removably secured on the respective ends of said strut members,- means for securing theflexible unit in said receptacle adapted to limit flexibility of said unit, and means securing the respective flexible units to said struts adapted to provide for adjustment in the length of the struts.

37. A vehicle having an end wall, a faceplate disposed normally substantially parallel to the general plane of and in spaced relation to the end wall, vertical members disposed at opp site sides of the faceplate having connections at their opposite ends to the end wall and faceplate respectively adapted to resist in-and-out and general plane of and in spaced relation to the end wall, vertical members disposed at opposite sides of the faceplate having connections at their opposite ends to the end wall and faceplate respectively adapted to resist in-and-out and angling movement of the faceplate, said connections each comprising a flexible unit having a core adjustable lengthwise on the vertical members, means removably securing said core to the vertical members, a cup-shaped receptacle adapted to receive the flexible unit, and means securing the flexible unit in the receptacle adaptsed to limit flexibility of the unit.

40. A vehicle having an end wall, a faceplate disposed normally substantially parallel to the general plane of and in spaced relation to the end wall,- vertical members disposed at opposite sides of the faceplate having connections at their opposite endsto the end wall and faceplate respectively each including a bracket adapted to provide for securement of the vertical members and adapted to resist in-and-out and anglinal movements of the faceplate, said connections each comprising a flexible unit having a core general plane of and in spaced relation to the.

end wall, vertical members disposed at opposite sides of the .iaceplate having connections at their opposite ends to the end wall and faceplate respectively each including a bracket adapted to provide 'for securement of the vertical members and adapted to resist in-and-out and angling movements of the faceplate by'rubber ln'shear.

said-connections each comprising a flexible unit having a cylindrical core adapted tobe disposed in. concentric-relation to said vertical member,

' member, and means for Securing said. collar, to

. disposed normally substantially parallel to the faceplate by nonmetallic means,- said nonmepe p I disposed normally substantially parallel tothe general plane of and in spaced relation tothe a collar of rubber secured to said core. means engaging said .core and secured on the vertical disposed normally substantially parallel to the general plane of and in spaced relation to the end wall, vertical members disposed at opposite sides of the faceplate having connections at their opposite ends to the end wall and faceplate respectively each including a bracket adapted to provide for securement of the vertical members and adapted to resist in-and-out andangling movements of the faceplate, said connections each comprising a flexible unit including a collar of rubber secured to the vertical said bracket in such manner that the rubber functions in shear during in-and-out and angling movements of the faceplate.

43. A vehicle having an end wall, a faceplate general plane of and in spaced relation'to the end wall, vertical members disposed at opposite sides of the faceplate having connections at their opposite ends to the end wall and faceplate respectively including a bracket adapted to provide for securement of the vertical members, at least one of said connections comprising a flexible unit including a collar of rubber secured to the vertical member, and means for securing said collar to said bracket in suchmanner that the rubber functions in shear to support the faceplate and resist in-and-out and anglingmovemerits of the faceplate. i

44. A vehicle having an end wall, a faceplate disposed normally substantially parallel to the general plane of and in spaced relation to the end wall, laterally extending wing members pivotally secured with respect to said faceplate, the peripheries of said respective members each providing a longitudinally spaced extension of a pcrtion of the peripheral contour .of the vehicle,

and means adapted normally to maintain said wing members substantially parallel to the faceplate.

45. A vehicle having an end wall, a faceplate disposed normally; substantially parallel to the general plane of and in spaced relation to the end wall, laterally extending pivotal wing members supported out of metallic contact with the tallic means being adaptedto provide for pivotal action of the wing members, the peripheries of said respective wing. members each providing a longitudinally spaced extension of a portion of the I ralcontour of said vehicle. 7 I 46. Avehicle having an end wall,.afaceplate disposed normally substantially parallel to the general plane of and in spaced relation to the end'wall, upper and lower spring-actuated bufier stems urging the faceplate outwardly, and, nonmetallic means connecting the buffer stems and faceplate and secured to each, saidmeans maintaining parallelism of the faceplate with the end wall. v

47. A vehicle having an end wall, a faceplateend wall, vertical strut members disposed at op- 'poslte sides ofthe faceplate having flexible;

connections at their opposite ends tothe end wall. 7

. 9 and faceplate respectively adapting the faceplate for the limited angling movement necessary to in-and-out and angling movements-of the face faceplate and secured to each.

48. A vehicle having an end wall, a. faceplate. disposed normally substantially parallel to the general plane of and in spaced relation to the.

end wall, vertical strut members disposed at opposite sides of the passageway having flexible connections at their opposite ends to the end wall and faceplate respectively adapting the faceplate for the limited angling movement necessary to in-and-out'and angling movements of the faceplate but positively preventing vertical displacement thereof, upper and lower transverse strut members having flexible connections to the faceplate and end wall adapting the faceplate for-the limited angling movement necessary to, in-and-out and angling movements of the faceplate but positively preventing lateral displacement thereof, upper and lower central bufling devices urging the faceplate outwardly,

and non-metallic means connecting said devices with the faceplate and secured to each.

49- A vehicle having an end wall, a faceplate disposed normally substantially parallel to the' general plane of and in spaced relation to the end wall, upper and lower transverse strut members having flexible connections to thefaceplate and end wall for necessary in-andeout and angling movements of the faceplate but positively preventing lateral displacement thereof, upper and lower central bufiing devices urging the faceplate outwardly, and nonmetallic means connecting said devices with the taceplate and se- 7 cured to each.-

50. In a passenger car provided with a vestibule atits end, a vertically disposed frame arranged in spaced relation with the vestibule outer wall andconsisting of a central section and two side sections, said sections being pivotally secured together; means intermediate of the central section and the vestibule end wall for yieldingly forcing said sectional frame outwardly;

means for urging the side sections away from the vestibule end wall; and a flexible diaphragm arranged substantially in the planes of the sides and of the car roof and secured to end wall and to said sectional frame.

-51. In a passenger car provided with a faceplate comprising a sectional frame disposed at the end of the car platform in spaced relation the vestibule therewith and substantially in the same plane faceplate assembly including a main faceplate 70.

as the car sides and the car roof, said frame being composed of two side sections and a .central vestibule faceplate section hingedly secured together; means wherebysaid side sections are pivotally supported by the vestibule faceplate: a flexible diaphragm secured to the-platform end wall and to said frame; and independent resilient means for said side sections and for said central section forurging the sectional frame away from the platform outer wall.

52. As an article of manufacture for use in a portion and wing members hlngedly mounted with respect thereto, a hinge member for connecting a wing member to the faceplate portion for movement in a horizontal plane. I

53. As an article of manufacture for use in a faceplate assembly including a main faceplate v horizontal plane.

portion and wing members hingedlymounted with respect thereto, a hinge member for connecting a wing member to the main faceplate portion, said hinge member incorporating a spring for maintaining the wing members substantially in a plane with the main faceplate portion.

54.. As an article of manufacture for use in a faceplate assembly including a main faceplate portion' and wing members hingediy mounted with respect thereto, a hinge member for connecting a wing member to the main faceplate portion, said hinge member incorporating a spring for maintaining the wing members substantially in a plane with the main faceplate portion and disposed in supporting relation to said wing members.

55. As an article of manufacture .for use in a faceplate assembly including a main faceplate portion and wing members hingedly mounted with respect thereto, a wing member having inwardly. directed upper and lower arms for pivotal connection with the main faceplate portion.

56. As an article of manufacture for use on a vehicle in a faceplate assembly including a main faceplate portion and wing members hingedly mounted with respect thereto. a main faceplate adapted for pivotal association with the wing members for movement thereof in a 57. As an article of manufacture for use in a faceplate assembly including a main faceplate portion and wing members hingedly mounted with respect thereto, a main faceplate substantially to the full height of the vehicle adapted for pivotal association with the wing members for movement thereof in a horizontal plane.

58. As an article of manufacture for use in a faceplate assembly including a main faceplate portion and wing members hingedly mounted with respect thereto, a main faceplate adapted to beassembled with the wing members in pivotal association therewith for movement thereof in a horizontal plane and disposed in supporting relation thereto.

59. In a vestibuled passenger car provided with r a diaphragm enclosing the central passageway of said vestibule and a faceplate at the outer end of the diaphragm, an outer diaphragm arranged substantially flush with the car side walls and roof and secured at one end tothe vestibule end wall. a sectional frame including said faceplate sewed to the outer end of the second-men'- tioned diaphragm, means pivotally. associated with the faceplate and having operative relation with the respective sections of said sectional frame and including torsion means operative between the faceplate and said respective sections whereby such sections are yieldingly forced away from the vestibule end wall, and

yielding means arranged between the-vestibule end wall and said faceplate.

60. in a railroad car provided atthe end with plate, a flexible diaphragm extending between the car end and said wing members, and means for yieldingly holding the wing members away from the car end wall.

61. In a vehicle having an end wall, a faceplate disposed normally substantially parallel to the general plane of and in spaced relation to the endwall, laterally extending wing members hingedly secured to the faceplate, said faceplate and wing members providing a peripheral contour similar to that of the end wall, a streamlining diaphragm having enlarged reinforced peripheral edges extending between the upper portion of the faceplate and the periphery of the vehicle end wall and between the wing members and the periphery of the'end wall, and

clamping members confining the enlarged edges beneath overlying flanges on the faceplate and wing members and vehicle peripheryand leaving the diaphragm imperforate, said overlying flanges lying substantially in the planes of the peripheral surfaces of the vehicle.

62. In a vehicle having an end wall, a faceplate disposed normally substantially parallel to the general plane of and in spaced relation to the end wall, laterally extending Wing mem bers hingedly secured to the faceplate, said faceplate and wing members providing a. peripheral contour in substantially the same planes, longitudinally of the vehicle, as the periphery of the end wall, a streamlining diaphragm having enlarged reinforced peripheral edges extending between the faceplate and the vehicle end wall at the periphery thereof and between the wing members and the periphery of the end .wall, and

clamping means confining the enlarged edges beneath overlying flanges on the, wing members and the vehicle end wall, the overlying flanges lying substantially in the planes of the peripheral surfaces of the vehicle,

63. In a vehicle having an end wall, a faceplate disposed normally substantially parallel to the general plane of and in spaced relation to the end wall, laterally extending wing members hingedly secured to the faceplate, said faceplate and wing members providing a peripheral con tour in substantially the same planes, longitudinally ofthe vehicle, as the periphery of the end wall, a streamlining diaphragm extending between the peripheries of the faceplate and of the vehicle end walland between the peripheries of the wing members and of the end wall,

a passageway and a faceplate disposed -about said passageway, vertically disposed wing memwing' members embracing the marginal portions only of the diaphragm. 1

ANDREW csmsnANsoN. PETER PARKE.

a I CERTIFICATE OF CORRECTION. Patent No. 2,2153%. 7 v June 5, 1'9h1.

' ANDREW CHRISQIANSON, ET AL. It is hereby certified that error appears in the printed specification of the above numbered patent requiring correction as follows: Page L5,, sec-- 0nd column, line 17, for "of" read -or--; page 6, first column,'line 57,

claim 11+,for the words "associated with said" read --secur ed with respect,

to the--- page 8, first column, line 75; claim 57, before "adapted" insert and--; and that the said Letters Patent should be read with this correction therein that the same may conform to the record of the case in the:

Patent Office V Signed and sealed this 22nd day of July, A D, 19m.

Henry Van Arsdale, (Seal)- Acting Commi ssioner of Patents. 

